Speed-limiting device



E. G. HODGES.

SPEED LIMITING DEVICE.

APPLICATION FILED Aue.II. 1919.

Patented Aug. 3, 1920 wnws'ss Jim/ENTER.

5, Ja a w/ 133 Q QQM Ams UNITED STATES PATENT OFFICE.

Specification of Letters Patent.

Patented Aug. 3, 1920.

Application filed August 11, 1919. Serial No. 816,901.

To all whom it may concern:

Be it known that I, EnwARn Honons, a citizen of the United States, and aresident of Marshalltown in the county of Marshall and State of. Iowa,have invented a certain new and useful Speed-Limiting Device, of whichthe following is a specification.

My invention relates to speed limiting devices for internal combustionengines of the type in which there is no obstruction to the ordinaryflow of fuel mixture to theengine cylinders.

The object of my invention is to provide such a speed limiting device ofvery simple and inexpensive construction, having means operativelyconnected with a moving part of an engine or piece of machinery, and soarranged that when a certain predetermined speed has been reached avalve will be 0perated for admitting a free flow or intake of air inaddition to the normal air supply to the fuel mixture passage, forthereby thinning the fuel mixture to such an extent as to immediatelyreduce the speed and hold it down to the desired limit. 1

A further object is to provide such a device so constructed and arrangedas to permit a considerable variety of rates of speed before the devicebecomes operative, and witheut affecting the ordinary fuel mixture su y.

till a further object is to provide mechanism operatively connected withthe means hereinbefore described for automatically shutting off orreducing the fuel supply when the speed has reached a certainpredetermined point.

With these and other objects in view my invention consists in theconstruction, arrangement and combination of the various parts of thedevice, whereby the objects contemplated are attained as hereinaftermore fully set forth, pointed out in my claims and illustrated in theaccompanying drawings, in which;

Figure 1'shows a side elevation of a speed limitlng device, 'myinvention.

Fig. 2 shows a horizontal, sectional view taken on the line 22 of Fig.1; and

Fig. 3 shows a vertical, sectional view taken on the line 3-3 of Fig. 1.

In the accompanying drawings I ha e shown a part of the upper fuelmlxture passage or chamber of a carbureter indicated annular flangespartly in section embodying by the reference character- 10. Above thecarbureter part 10 is a fuel mixture passage 11, designed to be suitablyconnected with the mtalge manifold of an internal combustion engme. 1

Inthe carbureter is a fuel-nozzle 12. Communlcatmg with the fuel mixturepassage 11 is an air supply pipe 13. In the carbureter portion 10 is anordinary manually controlled throttle of the butterfly type 14.

Suitably mounted is a governor conslsting of a roatable shaft 15, havingfixed thereon a collar 16. Slidably mounted on the shaft 16 is a sleeve17 having at its opposite end 18 and 19.

Pivoted to the collar 16 are governor arms 20. Plvoted to theflange 18of the sleeve 17 are governor arms 21. The respective arms 20 and 21 areconnected with governor balls'22. The shaft 15 is operatively connectedby means of a flexible shaft 23' or other suitable mechanism with amoving part of an engine or other piece of machinery, whereby the beoperated accordin'gto the speed of Sue moving parts.

On" the shaft 15 between the collar 16 and the flange 18 of the sleeve17, is a coil spring 23 which yieldingly tends to hold said parts apart,and to hold the balls 22 in close proximity to the shaft 15.

Suitably mounted in the pipe 13 is a butterfly valve 24 having a stem 25extended through the wall of said pipe, and is provided on its outer armwith an arm 26.

Pivotally mounted on the stub 27 isa lever 28 having near one end anelongated slot 29, which slidably receives a pin 30 on the arm 26.

At the other end of the lever 28 is an upwardly extending arm 31, havingat its upper end a ri ht-angled extension 32 terminating in for ed arms33, which receive between them the sleeve 17. When the parts are intheir normal position and are moperative, the valve 24 is held in closedposition by the spring 34 mounted on the stub 27 and fixed at one end.The other end of the spring 34 is connected with the lever 28 and t csaid spring is so arranged as to ten to hold the lever 28 in positionfor holding the valve 24 closed when there is no tension on said spring34. I

In addition to the parts already described I preferably provide anextension 35 on the stem 25. On the extension 35 is a governor devicemag tion 10.

' 37 mounte part 10 and has fixed to it, on the inside ofsaid carbureterpart a swln flap valve 39' arranged ustabove the fue nozzle 12,

and adapted in one of its 'positionsto close I of my improved speed goveengine or motor vehicle on which 111 is installed, may be operatedthronge the fuel nozzle 12;

. It will be understood that the shaft 38 is located off center in thecarbureter por- It will be seen that in the practical use device, andevice a considerable range of speed without ing affected in any way bymy device.

When, however, the moving parts, to which .the shaft 23 is operativelyconnected,

reach a certain predetermined speed, then.

the ba1ls'22 will .slide outwardly movingthe sleeve 17 toward-the left,asillustrated'in Fig. 1. When the speed reaches a certain. po nt, theflange 19 will engage the forked arms 33 for thereby 'actuatin theextension 31, 'the' arm 32, the lever 28,. or-moving the valve 24: andadmittin the passage of air a to the pipe 13 into the uelmixturepassage. $0

lever 28 and the arm 26. for opening-the -.Where the fuel nozzle control.valve is used,it*will. be seen that there is simulta-- neously amovement of the valve'38 toward closing position, for therebyshuttingofi the I supply of fuel from the nozzle'12. 4 v

t will be understood that the parts of my device may be so constructedthat the valve 39 will substantially shut ofi all flow of fuel from thenozzle 12 when saidvalve is closed, or will simply limit the flow offuel are extended into the fuel mixture pasfor opening it to any desiredde 1t is actuated through the'operation of the l from said nozzle 12; V

It will also be understood thatthe length and proportion of the partsmay1 be so varie as to regulate the action of t e vafiv'e w en.

governor.

pamper conditions for effecting economy of I I has been as thin or leanas properly should be used for maintaining the speed under the existingroad conditions, then when the valve24 is opened and an additionalsupply of air is admitted tothe fuel passage, the fuel mixture willbe'so thinned as to reduce orkeep down the speed of the engine.

With some speed limiting devices there sages, or into the intakemanifold thick obstructions, such for instance, as a' plug, or a valvewhereby the carrying capacity of such fuel passages is reduced. I

These fuel passages in a well builtengineare constructed with ascientific regardfor on 'a shaft 38. -The shaft 38" 'necessa speed, thevalve is partelg el,'and-that the'mixture use thenecessity of propersized' passa es for supplying the engine cylinders w1th the and propervo ume of'fuel mixere such an obstruction is placed ture. in the fuelpassa es, .it-will be obvious that the e fiiciency of t e engine will bereduced, and 1n all probability there-"will be a loss of economy in theuse ,of fuel, due to thefact that on accountof the reduction inthe sizeof the fuel'mixture passage it is necessary for the operator to use .a;richer mixture than would be the' case ifv such, obstruction were not inthe fuel mixture passage.

Where a governor is-used in connection with a valve placed in someof'the fuelmixture passages, it sometimes occurs that even though theobstruction in'the fuel mixture is not very great when the valve isopened,

yet when the engine reaches a speed somewhat below. the predeterminedmaximum closed, and during the time it is intend to operate the engineat almost the maximum s eed, such operation will be interfered wit andthe efliciency of the enginereduced by the obstruce tion-imthe fuelmixture passage furnished bysaid valve.

-"My.device is entirely'free from the defects just mentioned. With mydevice the engine can be operated very nearly to the predeterminedmaximum speed without .any interference whatever from my device,

or can be operatediright. at: the maximum speed with assurance of usinga very lean mixture.

It will be understood that while the en- .gine is operating rightat thepredetermined maximum speed, the air :yalve will be slightly 0 modandallow an additional amount 0 air into the .,fuel mixture. As soon asthe speed goes an? above the predetermined maximum s the valve will beopened further and will admit enough extra 'air' to thin the-mixture tosuch an extent that the s d will immediately drop back -to. thepreetermined maximum spee Assuming that the'nngine'has been running under IWhen'the speed of the engine is reduced,

'.the valve 24 will be moved to closed position as soon as this ispermitted'by the governor,- and immediately upon the closing of derconditions favorable to fuel economy and engine efliciency without any'obstruc-i tions in the fuel mixture passages.

- The tension of the spring 23, may be vathe valve 24 the engine can'beoperated un- (Elil'fld. to operate. the governor, and fixing t e maximumspeed for the engine. The "operation of my deviceis positive .andcertain.

I intend to cover by my. claims any changes in the construction of mydevice from the particular construction shown in my drawings which maybe. reasonably in chided within the scope of my invention and my claims.

I claim as my invention:

1. In a devlce of the class described; a fuel mixture passage; an airpassage communicating therewith; a valve in said air passage; a governordesigned to be connected with a moving part of an engine; and means forconnecting said valve with Said governor for actuating said valve afterthe governor has reached a certain speed of movement.

2. In a device of the class described; a fuel mixture passage; an airpassage communicating therewith; a valve in said air passage; a governordesigned to be connected with a moving part of an engine; means forconnecting said valve with said governor for opening said valve afterthe governor has reached a certain speed of movement; and means fornormally holding said valve in a certain position of its movement.

3. In a device of the class described; a fuel mixture passage; an airintake passage communicating therewith; a valve in said second passage;means for normally holding said valve closed; a centrifugal governorincluding a slidably mounted sleeve; and means for connecting said valvewith said sleeve, whereby said governor is permitted considerablemovement without affecting said valve, and whereby when the governorreaches a certain speed said valve will be opened.

4. In a device of the class described; a

fuel mixture passage; an air intake passage communicating therewith; avalve in said second passage; means for normally holding said valveclosed; a centrifugal governor including a slidably mounted sleeve;means for connecting said valve with said sleeve, whereby said governoris permitted considerable movement without affecting said valve, andwhereby when the governor reaches a certain speed, said valve will beopened; a fuel nozzle in said first passage; a valve for coacting withsaid nozzle; and means for operatively connecting said valve with saidfirst means.

5. In a device of the class described; a fuel mixture passage; an airintake passage communicating therewith; a valve in said second passagemeans for normally holding said valve closed; a centrifugal governorincluding a slidably mounted sleeve; means for connecting said valvewith said sleeve, whereby said governor is permitted considerablemovement without affecting said valve, and whereby when the governorreaches a certain speed said valve will be opened; a fuel nozzle in saidpassage; a throttle valve in said first passage between said fuel nozzleand said air intake passage; a valve for controlling said fuel nozzle;and means for operatively connecting said valve with said first means,whereby said last valve will be moved toward closed position when saidfirst valve is moved toward open position.

Des Moines, Iowa, June 27, 1919.

EDWARD G. HODGES.

